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We have reserved the Boedecker Theatre at the Dairy Center for two private showings of Bicycle Dreams. This award winning film by Stephen Auerbach follows the stories of riders of the 2009 Race Across America (RAAM). Called the most difficult race and endurance event in the world, riders race from coast to coast 24 hours a day testing their physical and mental toughness to the limits. This film will have you both in awe and in tears as events unfold over the week long race.

The “Bo Theatre” is a great, intimate theatre and, as such, seating is limited. Advance purchases are required and we expect both showings to sell out. Boulder Cycling Club member cost is only $10 for the early (4:20) showing and $12 for the second (6:30) showing. Non-BCC members can also attend either showing for an additional $5, but why wouldn’t you want to become a member of our great Club?

Both movie showings will be preceded by a quick Club update and 2015 plans and will be followed by a brief panel discussion involving our very own Club members Andy and Kami White, who will be racing in this year’s event and their Crew Chief.

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Efficiency

Under inflated tires are slower. That must mean the more you can inflate the tire, the faster it will be. Right? Not exactly.

If the road surface was perfectly smooth, smoother than glass, then it would be to your advantage to get your tires as stiff as possible to decrease tire resistance. You’d need little more than a strip of of rubber on the wheel.

The reality, of course, is roads aren’t smooth. Not even close. That’s why we have pneumatic tires. Tires are designed to absorb those bumps and imperfections on the road which gives us a more comfortable ride and keeps more momentum going in the direction we want it to go. To understand how this works, let’s look at the extremely un-smooth case.

Let’s assume our intended path of travel is left to right. A few things are about to happen. Newton’s Third Law of Motion tells us there will be right to left force once the wheel hits the next bump. This will decrease your left to right velocity. This next bump will also add some upward motion to the wheel’s path of travel. Both of these these factors cause the wheel to take longer getting from A to B than the wheel on the smooth terrain. The result is bring slower. This is an extreme example but the physics is the same when you scale it down to the road surface variations in the real world.

The beauty of pneumatic tires is they deflect as they come in contact with these small variations in the road allowing the wheel to “float” over them. It’s that deflection that minimizes or eliminates the forces pushing the wheel in additional directions. Unless, your tire is over inflated.

Control and Damage

If the efficiency explanation didn’t convince you to take a fresh look at your tire pressure, consider the control and handling of your bike. An over-inflated tire won’t properly deflect road imperfections resulting in vibration. Ride over a rumble strip on a road and you’ll understand the case for reducing vibration for the sake of comfort alone. But think about what’s happening between the tire and the road. Traction is calculation between the force of the tire against the road and the coefficient of friction between the two. A reduction of the force of the tire against the road will result in less traction. A wheel that is vibrating is just a wheel that is bouncing up and down rapidly. Each time it bounces upward, your traction is reduced.* Reduced traction can lead to all sorts of bad and dangerous situations while on your bike.

The vibration from over-inflated tires also transmits to everything the bike is touching. Your wheels, your hubs, your frame and all the way to your hands and your back. This puts extra wear and tear on everything. Finally, an over-inflated tire is less likely to bend around a sharp object putting you at higher risk for flats.

Optimal Tire Pressure

If you are using the max pressure listed on your sidewall as a guide for your tire pressure, stop. That is just an arbitrary number decided on between the marketing and legal departments of the tire company. It is based on the amount of pressure the tire can hold before it blows off the rim, but that’s not the number they print. They usually give it a safety factor of two. Either way, it has nothing to do with the tire pressure you should be using. Optimal tire pressure is determined by the load it needs to support, the tire width and construction. Road surface and environmental variables can be considered too, especially temperature.**

As a rule of thumb, when you sit on your bike and clip in, you should visibly see a slight bulge in the tires. If not, drop the pressure 5 psi per tire and try again. Repeat until you get the bulge.

Sheldon Brown put together a ton of great detail if you want to see all the math and physics. He also included a chart as a starting point to find the right pressure unique to you and your setup. Bicycle Quarterly did some extensive testing and determined that getting a 15% deflection is the optimal tire pressure to balance performance, comfort, and handling. Higher pressure than that is no faster but less comfortable. 15% deflection is that slight bulge you see when you get on the bike. Keep in mind, this chart is based on wheel load, not your body weight. The weight and weight distribution of your bike needs to be factored in as well. Most road bikes will distribute about 60% of the total weight over your rear wheel. Click on the chart below to download the full report and learn how to measure how the distribution for you on your bike. This chart is also the actual tire width when mounted on your wheel, not what is written on the sidewall. For me, I weigh about 135 lbs plus about 20 lbs for my bike, water, helmet, clothes, etc. That’s about 90 lbs on the rear and 65 lbs on the front. I have 23mm tires so I should use about 90 psi on the back and 65 psi on the front. I used to run 100 psi in the back and 95 in the front. Over the last year, I’ve been experimenting with running lower pressures and arrived at 90 in the back and 85 in the front for most of this summer. Turns out I was spot on for my back wheel but I’m still significantly over-inflated on my front. 65 psi sounds ridiculously low for a road tire, but given how much I’ve noticed improvement in handling, comfort, and speed over the last year, I’m going to try dropping my front tire down a bit more.

*Technically, the moment when the road surface forces the tire up relative to the direction of travel, the force between the tire and the road is increased and therefore traction is increased. It’s the moment after the road stops exerting additional force on the tire that traction is reduced.

**More fun with physics. If you pump up your tires in the morning and go ride for a couple hours, your tire pressure will gradually creep up higher assuming you don’t have a significant slow leak. Volume, pressure, and temperature have an intertwined relationship. Raise the temperature of the gas inside your tire (both from friction of riding and outside temperature changes) and the pressure increases. Volume can change a little too due to rubber stretching but the change in tire pressure is usually measurable.

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]]>http://bouldercyclingclub.org/2014/05/moab-2014-photos/feed/0Riding to Jamestown After the Floodshttp://bouldercyclingclub.org/2014/05/post-flood-jamestown/
http://bouldercyclingclub.org/2014/05/post-flood-jamestown/#commentsMon, 05 May 2014 17:40:50 +0000http://bouldercyclingclub.org/?p=2674

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]]>On Saturday, a number of us took a ride up to Jamestown after the road opened back up on May 1. The weather was near perfect. While my personal experience was somewhat somber, we saw many smiling faces from the residents of James Canyon. Living in Boulder and riding most of our normal routes we quickly forget the destruction the floods brought last fall. Occasionally, I see road damage that hasn’t been fully repaired or I get reminded of it by seeing a badly eroded creek bank. I can only speak for myself but I feel Boulder is “back to normal”.

We started out the ride from our usual point in Boulder. We first headed east towards Erie to warm up and put in some base miles in before heading all the way west and uphill. The wind was almost non-existent and we set out at a sustainability quick pace. We got to the Greenbriar and started up the lower canyon without noticing anything different. We came across the first section of road that had been washed out. The surface was mostly hard packed with some loose gravel and a little bit of sand. It was no more than 400-500 feet and didn’t even slow us down much. We could see evidence of the floods beyond the road surface. Large sandbars, missing trees, and construction equipment accented the roadside looking like they’ve always been a part of the background.

We found a roadside “lemonade” stand. The family was very happy to see cyclists back in the canyon and was selling baked goods and drinks to raise money for the homeless. We stopped, sampled some delicious muffins, and chatted about the floods. We talked about houses that were damaged and people that were displaced. We reminisced about the rich history of cycling in the canyon and our route plan for the day. Feeling good but in no rush we continued on up to Buckingham Park. I have stopped at the driveway to Buckingham Park countless times to regroup, make route decisions, and catch my breath in the shade of the crop of trees along the roadside. We’d often get attacked by mosquitoes resting under those trees, but now those trees are gone. You’d almost never know there was even a park there.

Every turn in the canyon reminds you of the floods simply because that is where the water did the most damage to the road and to the landscape. Countless patches of road that are no longer paved and won’t be for quite some time. We passed some work crews, most of whom waved and smiled as we rode past. April was focused on heavy machinery removing critical debris. The snow pack is melting and water levels change. All of the debris deposited by the floods higher up in the canyon posed a serious risk to the road, river bank, bridges, and personal property lower down in the canyon. I don’t know the details of the scope of that effort but it appeared they cleared quite a bit. Riding up to Jamestown, you see piles of downed trees, pieces of bridges and roadway that were washed out.

All of these constant reminders didn’t quite prepare me for the level of destruction at the Lefthand and James Canyon intersection. Most of us are familiar with this spot. Enough cyclists regroup at this intersection, the county even gave us our own little corner where we could stop safely far off the road and be easily seen by motorists and cyclists alike. I wouldn’t have recognized the intersection if it weren’t for the road signs. I stopped for a couple photos and continued up the last segment to Jamestown.

About 2.5 miles later, it hit me that recovery from the floods is a distant memory for Boulder but far from over for the residents of Jamestown. In fact, there are parts where you may think it has hardly even begun. Out of respect and privacy, I didn’t take any photos in town except for a group shot at the Merc. This community has seen too many gawkers and is slowly healing. We rested at the Merc and bought coffee, drinks, and snacks just like old times. A pair of cyclists we didn’t know ordered brunch and were a bit surprised about how big the pancakes the Merc cooks up. Residents were cheerful as always, but I noticed a lot less of them out and going about their daily business. I got a sense that this is the new normal for Jamestown. The community will never be quite the same but I think as they continue to rebuild they will become stronger. That is going to take more time and more money. We are not even 6 months into a mult-year recovery. It’s important to remember that the road surface is one of the smallest concerns of Jamestown and the surrounding communities. It wasn’t that long ago that the road was completely washed out in several places and the only way in or out was up through Nederland and along the Peak to Peak. Now that the road is safe for vehicles, there are bigger priorities. Rebuilding houses, river banks, and the communities are always going to trump getting a nice smooth paved road.

Our route took us back down the canyon and we decided to cut over and return via Lee Hill. This involves a little more climbing of course, but the descent avoids the patches of dirt road in James Canyon. There are a couple sections of it on Lefthand on the way up to Lee Hill but only a few. Our group slowly splintered as people peeled off to go home or add more miles for the day once we got back into town. I left Jamestown feeling a mix of sadness, hopefulness, and a new sense of gratitude that my family and home was spared the destruction of the floods last year.

What to Expect if You Go

A slower pace. Don’t expect to be setting new K/QOMs or personal bests on Strava.

Bring cash. Roadside stands and the Merc need support and business. Cash is always better than plastic for small businesses.

Be respectful. The communities in James Canyon are still trying to figure out how to put the pieces back together.

Expect a totally different experience climbing the canyon. Some sections look entirely unaffected while others are nearly unrecognizable.

The dirt sections of the road are passable for skinny tires and most transitions from pavement to dirt are fine. If you’re a gravel grinder, you’ll be right at home. Still, watch out for potholes large enough to swallow a small child.

Sundays reportedly have less traffic, especially heavy machinery and trucks.

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Saturday March 29, 2014

About a dozen BCC members showed up for the first Saturday morning training ride of the season. We met at Roy’s house for a chilly start under cloudy skies, much colder than predicted by the NWS. Fortunately, there were bagels and juice to give a few extra calories of heat to the start and Roy lent an ear warmer to yours truly, who showed up in a winter clothing deficit.

Fingers went numb for the first couple of miles, but once the sun broke through the clouds I could feel the warmth radiating to my extremities and knew that frostbite was no longer imminent. A few miles of spinning on the flats in a paceline got us back into a familiar groove and before you knew it people were shedding layers and talking about how perfect the weather turned out to be.

A left turn took us up St. Vrain toward Hwy. 36 and suddenly all thoughts of being cold were gone. The pace picked up and pretty soon I was wishing I had ditched my Windstopper jacket at the last stop sign. Nothing like a portable sauna to jumpstart your metabolism. The group split into two and we finished the climb and stopped to regroup at 36. Alternate routes for different abilities were proposed and sports drinks and snacks were consumed while we waited for our heart rates to stabilize again!

Our group decided on the Niwot Rd/Three Sisters route and we happily pedaled downhill toward our goal, forming a nice paceline with everyone rotating every 30 seconds or so. There was one eerie section where a farmer was burning a big part of his fields and as we cut through the smoke in our choreographed rotation, it reminded us that not everyone watches the news or remembers that this is still wildfire season.

The first hill of The Three Sisters seemed bigger than I remembered from last season. Even though we made the stoplight (for the first time ever I think), it didn’t give me the momentum I was hoping for. As usual, the group splintered on the climb and Jonathan and Nick turned on some afterburner device that they must have installed on their bikes over the winter and left the rest of us to figure it out on our own. Once I could see the “stop sign ahead” warning sign though, I gave what I had left but Mike sailed smoothly past me yards before the end with a sardonic grin on his face, reminding me later that the instigator of the sprint rarely wins it. A short regroup at the usual parking lot below and we were off again.

A spirited pace took us the rest of the way home and before you knew it we were standing around Roy’s driveway enjoying an adult beverage generously donated by Oscar Blues and celebrating a fun ride and the safe return of the group. A good natured guy on the road saw our bright yellow Boulder Cycling Club sign and pulled in on his bike to inquire about the BCC. We gave him the details of the club and he said he would check it out on Tuesday. With our membership quota met for the day, we disbanded with smiles on our faces.

All in all, a great start to the beginning of what looks to be a fun year for everyone! Hope to see you all on Tuesday’s ride from Boulder Beer.

Cheers,

Mark R.

PS The new Ride Ambassador Program is in place and getting great reviews, with regroup stops, no-drop or no-stop ride options and ride ambassadors and a ride sweep out on the route. Check it out on Tuesday!

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For the 2014 cycling season, we’ve altered the format of our Tuesday night rides slightly. This season, we’re introducing the “no-drop 2.0” policy. We’ll still leave from Boulder Beer at 5:30, but we’ll have a pre-assigned sweep on every ride, as well as a number of Ride Ambassadors. Each route will have a number of designated spots where we will do a modified regroup. This modified regroup is designed to be flexible and break us into smaller groups of similar abilities and goals. Those that really don’t want to stop for a minute or two and don’t mind possibly getting dropped themselves will have a separate “no-stop” ride option.

The “no stop” group will depart first. This is for those who prefer to ride at a 20 mph pace and don’t mind if they get dropped. It’s not a race, but they typically won’t stop at any of the designated regroup spots. We don’t recommend this option if you are new to the club or not familiar with the route.

The rest of us will be using a modified no-drop format on the same route with an optional shortcut. Each route will have a number of designated regroup spots where we’ll stop and regroup. This is a modified no drop format so the first handful of riders to get to a regroup spot only need to wait for a second ride ambassador. The sweep will be the last person at all of the regroup spots and riders do not need to wait until the sweep gets there. This will naturally break us up into a few smaller groups of similar levels.

Ride Ambassadors

If you have any questions or problems on the ride, these folks are here to help. They are volunteers and will be spread throughout the group during the ride. Ride Ambassadors will be wearing orange armbands so you know who they are. If you volunteer to be a ride ambassador, you’ll be asked to act as the sweep on several rides during the season. Additionally, you’ll be expected to:

Know the route and initiate the stop at the designated regroup spots.

Wait at the regroup spots until at least one other ambassador arrives. Learn the names of anyone you don’t know.

You may need to wait behind at a regroup spot to help make sure no one gets dropped.

Between regroup spots, use your best judgement to slow the group down a little to allow someone to catch back up and recover. Better to slow the group down by 5-10% now than let that person bonk and have the group slow down by 20% for the rest of the ride.

If one or more in your group doesn’t make a light, stop in a place where they can see you.

Sweeps

The sweep is the head Ambassador for the ride. If you volunteer as a Ride Ambassador, we need you to be a sweep for at least 2 rides during the season. Your responsibilities are:

Be the “in charge” representative of the club.

Give the parking lot speech (a script is provided).

Ensure everyone on the ride has signed a waiver.

Act as final sweep. You will be the last to depart and the last person back in.

Email all non-members on the sign in sheet thanking them for joining us and encouraging them to join (a script is provided).

If you’re interested in volunteering to be a Ride Ambassador for the 2014 season, you can either fill out the volunteer form or talk to Nick Clabbers. There will be a training for Ride Ambassadors early in the season.

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Boulder Cycling Club and Wednesday Morning Velo are excited to present Cyclists 4 Jamestown. A fundraiser on October 19 to benefit Rebuild Jamestown. There will be auctions, raffles, rides with local pro cyclists, live music, and more.

Head over to c4jtown.org to see a full list of events, donate, or volunteer.

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]]>http://bouldercyclingclub.org/2013/10/cyclists-4-jamestown/feed/0Introduction to Pacelines in Group Rideshttp://bouldercyclingclub.org/2013/08/introduction-to-pacelines/
http://bouldercyclingclub.org/2013/08/introduction-to-pacelines/#commentsMon, 26 Aug 2013 04:07:48 +0000http://bouldercyclingclub.org/?p=2540Your First Group Ride. It is totally ok if you've never ridden in a group or a paceline before. Boulder Cycling Club is open to all riders of all abilities and not all of our members like to ride in a paceline. We'd love to show you the ropes and teach you some good habits and skills to help you become a better cyclist.
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Etiquette, rules, and safety can vary from group to group. Let’s start off by saying that if you don’t know how a particular group does things, it is really your responsibility to ask before the ride gets underway. The following are some guidelines for pacelines with the Boulder Cycling Club, but should work for most other group rides.

If you have never been on a group ride in Boulder, please first read about Your First Group Ride. It is totally ok if you’ve never ridden in a group or a paceline before. Boulder Cycling Club is open to all riders of all abilities and not all of our members like to ride in a paceline. We’d love to show you the ropes and teach you some good habits and skills to help you become a better cyclist.

Efficiency, Not Speed

It’s a PACEline, not a RACEline. A paceline is more about efficiency than it’s about speed. The speed comes from working together at a pace that is most efficient for the whole group. Our Tuesday night rides have a few different route and speed options. Pacelines take skill and practice. It’s best to learn these skills at a slower pace. Your first experience in a paceline should be at an effort level that you can comfortably maintain for the duration of the ride without the benefit of drafting. Trust us on this one. It is significantly easier to master these skills when you are able to just focus on the mechanics of the paceline.

Don’t Half Wheel

Half-wheeling is when your front wheel is overlapping the rear wheel of the bike in front of you. You’re either behind someone or next to someone, don’t hang out in between the two. Rubbing wheels is very dangerous and I have seen more accidents and close calls because of this than any other unsafe practice. If the best draft is slightly to the left or right or if you just want to see the road ahead a little, it’s ok to move to off to the side a little, but don’t creep up and cross wheels. This allows the person in front of you to move side to side a little to avoid obstacles or to get a better draft. An echelon is different than a paceline and is beyond the scope of this article. It can sometimes look like everyone is half-wheeling, but the dynamics are pretty different.

Communicate

Road hazards, turns, and anything else that may increase the risk to the group needs to be communicated. Hand signals are great, but sometimes you need to hold on in order to control your bike and instead speak up. Start letting others know as soon as you see it. Keep in mind that the rider at the back can’t see what’s up ahead. Remember those word problems in math class? You don’t have to calculate this one, but think about it for a moment. A paceline of 10 riders is going 18 mph. The leader spots a road hazard 0.25 mi up the road and signals to the person behind him. She then signals the rider behind her and so on down the line. Assuming each cyclist has a reaction time of 0.25 seconds plus another 0.25 seconds to signal, will the last person in the line be notified with enough time to avoid the hazard?

That said, if there is a hazard that you don’t have enough time to avoid, it’s usually best to rise up out of your saddle, relax your elbows, and ride it out. Announce it out loud so at least the people behind you know about it.

Pacelines are about the efficiency and overall speed of the whole line. If the pace is too fast for you to be able to recover before your next turn leading, speak up. It’s better to have the group slow down 5-10% now rather than slow down 25% later because you bonked.

Know How and When to Rotate

There are many different correct ways to rotate a paceline. We use a clock-wise rotation on Boulder Cycling Club rides. The current leader (red) moves right and signals for the line to pass. The line passes on the left and the previous leader gets on at the back. The whole rotation should be done without interfering with other traffic.

How long you stay out front is ultimately up to you. We typically rotate every mile on rides longer than 40 miles. We use 1 mile rotations because roads usually have mile markers that are easy for everyone to see. Shorter rides usually have shorter pulls ranging from 30 seconds to 2 minutes. Stronger riders may opt for longer pulls. Lead duration can vary based on topography, upcoming turns, traffic signals, and other road users. For example, it’s best to delay rotating if you are about to pass another cyclist or coming up to a stop sign. If you’re not feeling well and don’t have the strength for a full lead, it’s okay to skip a turn out front (don’t let anyone tell you different), but keep the rotation order. That means you’re out front for a couple seconds, then move right and rotate as normal. It’s courteous to warn the rider behind you as soon as you get up to second wheel if you plan to do this. The rotation is about predictability and safety, not rigid rules for the sake of rigid rules. Exceptions to the rotation flow can be performed safely if they are properly communicated.

Know How to Lead

Leading a paceline is not just about strength. In fact, it’s critical that you don’t pick up the pace. The leader also must keep pedaling, even if you only soft pedal and not coast (even downhill). Coasting causes the riders behind you to coast and causes a yo-yo effect. It’s also up to you to navigate the route, pointing out road hazards, communicating with other road users, and generally avoiding unnecessary risks. There are a number of situations the lead needs to watch out for that makes it easy to drop someone from circumstance. Getting back on the end of the line can be a little tricky for the previous leader if you don’t time it right. There are other places where the rest of the line is vulnerable to getting dropped.

Rolling terrain can break up a line pretty quickly. Check behind you as you are cresting the hill and don’t start bombing down if the line is a mess. Stop signs and intersections tend to break up lines as well. Allow the line to form back up before bringing it back up to full speed. No one should feel pressured to run a red light or blow through a stop sign in order to not get dropped.

Leading is not just up to the person in front. The second person in line is leading everyone behind him/her. It’s everyone’s responsibility to communicate with the people behind them, especially when slowing or stopping. Standing up to pedal? Give a little warning as this often causes you to momentarily slow down and your movements become a little jerky.

Know How to Follow

Learning how to draft is the most difficult of all cycling skills, in my personal opinion. It takes practice to maintain a consistent distance between yourself and the bike in front of you. Wind, changes in topography, fatigue, and cyclists’ different strengths all play dynamic roles in a paceline. The yo-yo effect is every paceline’s worst enemy. Be smooth, consistent, and predictable.

We already warned about overlapping wheels. Almost as important is: Don’t attack and shoot up to the front of the line. This really messes with the flow of the line and it can be very unsafe. Use the time while drafting to recover, hydrate, and refuel. Tip: Grab water and food with your left hand to stay close to your rear brake just in case. Find an easier gear and spin if you find yourself on top of the person in front of you. Move a little to the side or sit up a little taller to scrub off a little speed, but stay in the line. It’s tempting to take advantage of the “slingshot” effect, but don’t do it. This is about working together as a group, not going as fast as you possibly can in the moment. This might even mean feathering your brakes lightly going up a short hill, a seemingly counter-intuitive move. Can you pass on hills? Yes, but check behind you to make sure someone else isn’t about to pass you and communicate with the person you are passing.

The Double Paceline

A double paceline is super efficient and can be pulled off safely and legally by a group that communicates well and when conditions allow. Everyone in the group should understand the law and when it is legal to ride two abreast. Merge into a single line like a zipper when you are required to ride single file with the front left cyclist (red) in the lead and the front right cyclist (blue) at second wheel. An easy rotation for a double line is the “volleyball” rotation. You stay out for two pulls this way so keep them a little shorter and be sure to communicate with each other.
Note: Boulder Cycling Club rarely uses a double paceline on rides since single file is often required to comply with local laws.

Descending

Descending as a line of riders has its own challenges. All of the above still applies, especially the bits about not half wheeling or jumping out of the rotation. Everyone is going faster, so the risks are inherently higher. Respect the limitations of the less capable and confident descenders in the group and do not push them too hard. Don’t rotate when going around sharp corners, wait until you have a relative straightaway. The lead rider should check in with the rest of the line after those sharp corners to make sure you don’t drop those who took the turn a little slower.

Drafting on a descent is more difficult because it’s harder to maintain your distance from the rider in front of you and the line the leader chooses through a corner may be different than what you are most comfortable with. You can lightly feather your brakes if you need, but you don’t want to touch your front brake while cornering.

Stop Signs and Bike Paths

Each bike in a paceline is considered a separate vehicle according to Colorado laws. Anticipate and expect the rider in front of you to obey the law. It’s ok for someone to announce that the intersection is clear, but please realize that may change very quickly. Be sure to thank any drivers that yield their right of way to let your group stay together.

There are many places where a paceline is appropriate. A bike path is not one of them. Don’t be a ‘pathlete’.

Other Tips & Etiquette

This post is by no means exhaustive. Let us know in the comments what you think.